Methods and apparatus to facilitate pedestrian detection during remote-controlled maneuvers

ABSTRACT

Methods and apparatus are disclosed to facilitate pedestrian detection during remote-controlled maneuvers. An example vehicle comprises external indicators and a processor and memory. The processor and memory are in communication with the external indicators and a remote device. The processor is configured to: determine whether the remote device is in a travel zone related to the vehicle; determine a risk assessment if the remote device is in the travel zone; and communicate a warning based on the risk assessment via the external indicators.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/121,078 filed Sep. 4, 2018, which is herein incorporated by referencein its entirety.

TECHNICAL FIELD

The present disclosure generally relates to automated vehicle featuresand, more specifically, remote-controlled vehicle maneuvers andpedestrian detection.

BACKGROUND

In recent years, vehicles have been equipped with automated vehiclemaneuvering features such as parallel parking assistance,trailer-hitching assistance, braking assistance, etc. Automated vehiclemaneuvering features often make vehicles more enjoyable to drive, alertdrivers to potential obstructions, and/or assist drivers in makingrelatively precise maneuvers. Information from automated vehiclemaneuvering features is often presented to a driver via an interface ofa vehicle.

SUMMARY

The appended claims define this application. The present disclosuresummarizes aspects of the embodiments and should not be used to limitthe claims. Other implementations are contemplated in accordance withthe techniques described herein, as will be apparent to one havingordinary skill in the art upon examination of the following drawings anddetailed description, and these implementations are intended to bewithin the scope of this application.

An example vehicle is disclosed. The vehicle comprises: externalindicators and a processor and memory. The processor and memory are incommunication with the external indicators and a remote device. Theprocessor is configured to: determine whether the remote device is in atravel zone related to the vehicle; determine a risk assessment if theremote device is in the travel zone; and communicate a warning based onthe risk assessment via the external indicators.

An example method is disclosed. The method comprises: determining, witha processor, whether a remote device is in a travel zone related to avehicle; determining, with the processor, a risk assessment if theremote device is in the travel zone; and communicating, with externalindicators of the vehicle, a warning based on the risk assessment to adriver.

An example system is disclosed. The system comprises: a mobile device; akey fob; and a vehicle. The vehicle comprises wheels; externalindicators; and a processor and memory. The processor and memory are incommunication with the mobile device, the remote device, and theexternal indicators. The processor is configured to: control the wheelsbased on signals from the mobile device; determine whether the remotedevice is in a travel zone related to the vehicle; determine a riskassessment if the remote device is in the travel zone; and communicate awarning based on the risk assessment via one or more of the externalindicators and the mobile device.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the invention, reference may be made toembodiments shown in the following drawings. The components in thedrawings are not necessarily to scale and related elements may beomitted, or in some instances proportions may have been exaggerated, soas to emphasize and clearly illustrate the novel features describedherein. In addition, system components can be variously arranged, asknown in the art. Further, in the drawings, like reference numeralsdesignate corresponding parts throughout the several views.

FIG. 1 is a side schematic view of a vehicle operating in accordancewith the teachings of this disclosure in an environment.

FIG. 2 is a top schematic view of the vehicle of FIG. 1.

FIG. 3 is a block diagram of the electronic components of the vehicle ofFIG. 1.

FIG. 4 is a more detailed block diagram of the risk analyzer of FIG. 3.

FIG. 5 illustrates an example travel zone defined by the risk analyzerof FIG. 3.

FIG. 6 illustrates another example travel zone defined by the riskanalyzer of FIG. 3.

FIG. 7 illustrates another example travel zone defined by the riskanalyzer of FIG. 3.

FIG. 8 illustrates another example travel zone defined by the riskanalyzer of FIG. 3.

FIG. 9 is a look-up table stored in a memory of the electroniccomponents of FIG. 8.

FIG. 10 illustrates a mobile device used to remotely control the vehicleof FIG. 1.

FIG. 11 is a flowchart of a method to prevent contact between thevehicle of FIG. 1 and a driver during a remote-controlled maneuver,which may be implemented by the electronic components of FIG. 3.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

While the invention may be embodied in various forms, there are shown inthe drawings, and will hereinafter be described, some exemplary andnon-limiting embodiments, with the understanding that the presentdisclosure is to be considered an exemplification of the invention andis not intended to limit the invention to the specific embodimentsillustrated.

Automated vehicle maneuvering features include parallel parkingassistance, trailer-hitching assistance, and braking assistance, amongothers. Parallel parking assistance detects and steers a vehicle into aparallel parking spot. Trailer-hitching assistance detects and steers avehicle to a trailer hitch coupler. Braking assistance automaticallyslows and/or stops a vehicle when a pedestrian or other obstruction isdetected near a vehicle.

Traditionally, with trailer-hitching assistance, a vehicle detects ahitch coupler of a trailer and a driver commands vehicle motion from thedriver's seat by holding down a button. While the button is held, thevehicle reverses toward the trailer. However, this precludes the driverfrom monitoring a potential height mismatch between the vehicle's towingtongue and the trailer's hitch coupler. In some instances, the hitchcoupler may be lower than the towing tongue. In some such instances, thevehicle must then be moved away from the trailer, the trailer raised,and the trailer-hitching assistance process repeated.

This disclosure provides methods and apparatus to remotely controlvehicle maneuvers and detect pedestrians. By remotely controllingvehicle maneuvers, a driver may adjust a trailer hitch coupler's heightbefore the vehicle arrives at the trailer. By detecting pedestrians, thevehicle may be stopped and/or provide a warning before the driver orother pedestrian is caught between the vehicle and the trailer.

FIG. 1 is a side schematic view of a vehicle 110 operating in in anenvironment 100. FIG. 2 is a top schematic view of the vehicle 110.

As shown in FIG. 1, the environment 100 includes a roadway 101, thevehicle 110, the mobile device 171, a key fob 172, a driver 180, and atrailer 190. An arrow 111 shown in FIG. 1 indicates that the vehicle 110is traveling in reverse toward the trailer 190. In the example of FIG.1, the driver 180 is between the vehicle 110 and the trailer 190 tomonitor the vehicle's 110 progress toward the trailer 190. The vehicle110 detects the trailer 190, determines a path to the trailer, andsteers itself toward the trailer 190. The driver 180 controls thevehicle's 110 speed along the path via the mobile device 171. In someexamples, the driver 180 controls the vehicle's 110 speed by commandingthe vehicle 110 to either stop (e.g., zero speed) or move at a setpredetermined speed (e.g., 3 miles per hour, 5 miles per hour, etc.).

The vehicle 110 may be a standard gasoline powered vehicle, a hybridvehicle, an electric vehicle, a fuel cell vehicle, and/or any othermobility implement type of vehicle. The vehicle 110 includes partsrelated to mobility, such as a powertrain with an engine, atransmission, a suspension, a driveshaft, and/or wheels, etc. Thevehicle 110 may be non-autonomous, semi-autonomous (e.g., some routinemotive functions controlled by the vehicle 110), or autonomous (e.g.,motive functions are controlled by the vehicle 110 without direct driverinput). As shown in FIG. 1 the vehicle 110 includes wheels 112, a towingball 113, sensors 120, external indicators 130, a transceiver 140, an onboard computing platform (OBCP) 150, and an infotainment head unit (IHU)160.

The trailer 190 includes a hitch coupler 191. The hitch coupler 191 isconfigured to receive and secure about the towing ball 113. Thus, thetrailer 190 may be swingably connected to the vehicle 110 via the towingball 113 and the hitch coupler 191.

The vehicle 110 is in communication with the mobile device 171 and thekey fob 172 via the transceiver 140.

The sensors 120 may be arranged in and around the vehicle 110 in anysuitable fashion. The sensors 120 may be mounted to measure propertiesaround the exterior of the vehicle 110. Additionally, some sensors 120may be mounted inside the cabin of the vehicle 110 or in the body of thevehicle 110 (such as, the engine compartment, the wheel wells, etc.) tomeasure properties in the interior of the vehicle 110. For example, suchsensors 120 may include accelerometers, odometers, tachometers, pitchand yaw sensors, wheel speed sensors, microphones, tire pressuresensors, and biometric sensors, etc. In the illustrated example, thesensors 120 are object-detecting and range-finding sensors (e.g., acamera, LIDAR, RADAR, ultrasonic, etc.). In some examples, the sensors120 are mounted at the front and rear of the vehicle 110. The sensors120 detect objects (e.g., the trailer 190, the driver 180, etc.) aboutthe vehicle 110. In other words, the sensors 120 generate obstructioninformation for the vehicle 110.

The external indicators 130 include a horn 131, headlights andtaillights 132, windows 133, internal speakers 134, external speakers135, and a puddle lamp 136. The external indicators 130 may be used togenerate an escalating series of warnings for the driver 180 and/orother pedestrians between the vehicle 110 and the trailer 190 as thevehicle 110 reverses toward the trailer 190.

The horn 131, internal speakers 134, and the external speakers 135generate audio warnings (e.g., horn chirps, horn blasts, pre-recordedspoken messages, etc.). In some examples, the windows 133 are opened toaid in making an audio warning produced by the internal speakers 134more audible to the driver 180 and/or other pedestrians outside thevehicle 110.

The headlights and taillights 132 and the puddle lamp 136 generatevisual warnings (e.g., light flashes, light displays, etc.). In someexamples, the puddle lamp 136 casts a lighted image 137 on the roadway101 during a remote-controlled auto-hitch maneuver, as shown in FIG. 2.The image 137 may include an outline of an area behind the vehicle 110out of which the driver 180 and/or other pedestrians should stay. Theimage 137 may include a written message warning the driver 180 and/orother pedestrians to stay away from behind the vehicle 110. The puddlelamp 136 may be any type of light source (e.g., light-emitting diode,incandescent, laser, etc.).

The example transceiver 140 includes antenna(s), radio(s) and softwareto broadcast messages and to establish connections between the vehicle110, the key fob 172, and the mobile device 171.

The OBCP 150 controls various subsystems of the vehicle 110. In someexamples, the OBCP 150 controls power windows, power locks, animmobilizer system, and/or power mirrors, etc. In some examples, theOBCP 150 includes circuits to, for example, drive relays (e.g., tocontrol wiper fluid, etc.), drive brushed direct current (DC) motors(e.g., to control power seats, power locks, power windows, wipers,etc.), drive stepper motors, and/or drive LEDs, etc. In some examples,the OBCP 150 processes information from the sensors 120 to execute andsupport remote-control vehicle maneuvering features and automatedvehicle maneuvering features. Using obstruction information provided bythe sensors 120, the OBCP 150 determines a path for the vehicle tofollow to the trailer 190, determines whether to warn the driver 180and/or other pedestrians of the vehicle 110's approach toward thetrailer 190, and/or determines whether to stop the vehicle 110 beforecontacting an obstruction.

The infotainment head unit 160 provides an interface between the vehicle110 and a user. The infotainment head unit 160 includes digital and/oranalog interfaces (e.g., input devices and output devices) to receiveinput from the user(s) and display information. The input devices mayinclude, for example, a control knob, an instrument panel, a digitalcamera for image capture and/or visual command recognition, a touchscreen, an audio input device (e.g., cabin microphone), buttons, or atouchpad. The output devices may include instrument cluster outputs(e.g., dials, lighting devices), actuators, a heads-up display, a centerconsole display (e.g., a liquid crystal display (“LCD”), an organiclight emitting diode (“OLED”) display, a flat panel display, a solidstate display, etc.), and/or speakers. In the illustrated example, theinfotainment head unit 160 includes hardware (e.g., a processor orcontroller, memory, storage, etc.) and software (e.g., an operatingsystem, etc.) for an infotainment system (such as SYNC® and MyFordTouch® by Ford®, Entune® by Toyota®, IntelliLink® by GMC®, etc.).Additionally, the infotainment head unit 160 displays the infotainmentsystem on, for example, the center console display. In some examples,the IHU 160 includes the internal speakers 134.

In the examples of FIGS. 1 and 2, the mobile device 171 is a remotedevice. The mobile device 171 may be, for example, a smartphone acellular telephone, a tablet, etc. The mobile device 171 includes atransceiver to send and receive messages from the transceiver 140. Inoperation, during a remote-controlled auto-hitch maneuver, the mobiledevice 171 serves as a user interface for the driver 180 to controlbackward and/or forward movement of the vehicle 110. More specifically,the OBCP 150 determines and controls steering of the vehicle 110 and thedriver 180 controls the rotation speed and rotation direction of thewheels 112 via the mobile device 171. As described above, in someexamples, the driver 180 controls the rotation of the wheels 112 bycommanding the wheels to either stop turning (e.g., zero rotation) orturn at a set predetermined value (e.g., 30 revolutions per minute, 50revolutions per minute, etc.). In some examples, the rotation speed ofthe wheels 112 may be limited to a predetermined threshold duringremote-controlled maneuvers.

In the examples of FIGS. 1 and 2, the key fob 172 is a remote device andincludes a transceiver to send and receive messages from the transceiver140. In operation, during a remote-controlled auto-hitch maneuver, thekey fob 172 serves as a localizing device for the OBCP 150 to determinea location of the driver 180 in relation to the vehicle 110. Morespecifically, the OBCP 150 analyzes signals from the key fob 172 todetermine a location of the key fob 172. The OBCP 150 may analyzesignals from the key fob 172 via, for example, time-of-flight analysis,low-frequency signal strength analysis, low-energy signal strengthanalysis, angle of arrival analysis, dead reckoning, etc. It should beunderstood that the method used for localization of the driver 180 inrelation to the vehicle 110 will determine how precisely the driver 180can be located (e.g., low-frequency signal strength analysis may be lessprecise than time-of-flight analysis).

In some examples, the key fob 172 is combined into the mobile device 171(e.g., “phone-as-key”). It should therefore be understood that, in suchexamples, the vehicle 110 tracks the location of the driver 180 via themobile device 171.

FIG. 3 is a block diagram of electronic components 300 of the vehicle110. FIG. 4 is a more detailed block diagram of the risk analyzer 340 ofFIG. 3. FIGS. 5-8 illustrate example travel zones 510, 610, 710, 810defined by the risk analyzer 340. FIG. 9 is a look-up table 950 storedin a memory 320 of the electronic components 300. FIG. 10 illustratesthe mobile device 171 used to remotely control the vehicle 110.

As shown in FIG. 3, the first vehicle data bus 302 communicativelycouples the sensors 120, the horn 131, the lights 132, the windows 133,the internal speakers 134, the external speakers 135, the puddle lamp136, the OBCP 150, and other devices connected to the first vehicle databus 302. In some examples, the first vehicle data bus 302 is implementedin accordance with the controller area network (CAN) bus protocol asdefined by International Standards Organization (ISO) 11898-1.Alternatively, in some examples, the first vehicle data bus 302 may be aMedia Oriented Systems Transport (MOST) bus, a CAN flexible data(CAN-FD) bus (ISO 11898-7), or an Ethernet bus. The second vehicle databus 304 communicatively couples the OBCP 150 the transceiver 140, theIHU 160, the mobile device 171, and the key fob 172. The second vehicledata bus 304 may be a MOST bus, a CAN bus, a CAN-FD bus, or an Ethernetbus. In some examples, the OBCP 150 communicatively isolates the firstvehicle data bus 302 and the second vehicle data bus 304 (e.g., viafirewalls, message brokers, etc.). Alternatively, in some examples, thefirst vehicle data bus 302 and the second vehicle data bus 304 are thesame data bus.

The OBCP 150 includes a processor or controller 310 and memory 320. Inthe illustrated example, the OBCP 150 is structured to include a trailerdetector 330 and the risk analyzer 340. Alternatively, in some examples,the trailer detector 330 and the risk analyzer 340 may be incorporatedinto another electronic control unit (ECU) with its own processor 310and memory 320.

In operation, the trailer detector 330 locates the hitch coupler 191 ofthe trailer 190 and determines a path for the vehicle 110 to follow tomove the towing ball 113 into place for coupling with the hitch coupler191 based on obstruction information from the sensors 120. The trailerdetector 330 communicates with the steering of the vehicle 110 to turnthe wheels of the vehicle 110 toward the detected hitch coupler 191 ofthe trailer 190. The trailer detector 330 communicatively connects thepowertrain of the vehicle 110 with the mobile device 171. Thus, themobile device 171 may remotely control the rotational speed anddirection of the wheels of vehicle 110.

In operation, the risk analyzer 340 defines travel zones 510, 610, 710,810, locates the key fob 172, determines whether the key fob 172 is inrange for remote control, determines whether the key fob 172 is insidethe vehicle 110, determines whether the key fob 172 is in a travel zone510, 610, 710, 810, estimates a trajectory of the driver 180 holding thekey fob 172, determines a risk assessment of whether the vehicle 110will contact the driver 180, and determines whether to present warningsto the driver 180 and/or stop the vehicle 110. The risk analyzer 340makes these determinations and estimations based on obstructioninformation from the sensors 120 and signals from the key fob 172.

The processor or controller 310 may be any suitable processing device orset of processing devices such as, but not limited to: a microprocessor,a microcontroller-based platform, a suitable integrated circuit, one ormore field programmable gate arrays (FPGAs), and/or one or moreapplication-specific integrated circuits (ASICs). The memory 320 may bevolatile memory (e.g., RAM, which can include non-volatile RAM, magneticRAM, ferroelectric RAM, and any other suitable forms); non-volatilememory (e.g., disk memory, FLASH memory, EPROMs, EEPROMs, non-volatilesolid-state memory, etc.), unalterable memory (e.g., EPROMs), read-onlymemory, and/or high-capacity storage devices (e.g., hard drives, solidstate drives, etc.). In some examples, the memory 320 includes multiplekinds of memory, particularly volatile memory and non-volatile memory.

The memory 320 is computer readable media on which one or more sets ofinstructions, such as the software for operating the methods of thepresent disclosure can be embedded. The instructions may embody one ormore of the methods or logic as described herein. In a particularembodiment, the instructions may reside completely, or at leastpartially, within any one or more of the memory 320, the computerreadable medium, and/or within the processor 310 during execution of theinstructions. The memory 320 stores threshold data 350 and zone data360.

In some examples, the threshold data 350 includes the look up table 950.As shown in FIG. 9, the look up table 950 corresponds estimated contacttime values 951 to risk assessment values 952 and to warnings 953 forthe vehicle 110. In other words, the look up table 950 providespredetermined risk assessments 952 and corresponding warnings 953 for agiven estimated contact time 951. As shown in the examples of FIG. 9, asthe estimated contact times 951 decrease, the corresponding riskassessment values 952 increase and the disruptiveness of the warnings953 increase. As shown in the example of FIG. 9, an estimated contacttime of 25 seconds or less, but more than 20 seconds corresponds to a0.30 risk assessment value 952 for which the vehicle 110 may flash thelights 132. As shown in the example of FIG. 9, an estimated contact timeof 5 seconds or less corresponds to a 0.90 risk assessment value 952 forwhich the vehicle 110 may stop moving. In some examples, for a givenrisk assessment value 952, the vehicle 110 may generate thecorresponding warning 953 and any of the preceding warnings 953. Thus,in such examples, for the 0.90 risk assessment value 952, the vehicle110 may stop, flash the lights 132, chirp the horn 131, and/or blast thehorn 131. Blasting the horn 131 refers to sounding the horn 131 for anextended period (e.g., 1 or more seconds, etc.). FIG. 6 shows additionalexamples of estimated contact time, risk assessment value, and warningcorrespondences. It should be understood and appreciated that the lookup table 950 depicted in FIG. 9 is an abridged example and that a lookup table stored in the memory 320 may include additional estimatedcontact times, risk assessment values, and warnings. It should also beunderstood that the look up table 950 may be updated when the vehicle110 is serviced and/or during routine Over-the-Air (OTA) updates.Updates to the look up table 950 may be performed via the transceiver140, the IHU 160, and/or an on board diagnostics (OBD) port of thevehicle 110.

The terms “non-transitory computer-readable medium” and “tangiblecomputer-readable medium” should be understood to include a singlemedium or multiple media, such as a centralized or distributed database,and/or associated caches and servers that store one or more sets ofinstructions. The terms “non-transitory computer-readable medium” and“tangible computer-readable medium” also include any tangible mediumthat is capable of storing, encoding or carrying a set of instructionsfor execution by a processor or that cause a system to perform any oneor more of the methods or operations disclosed herein. As used herein,the term “tangible computer readable medium” is expressly defined toinclude any type of computer readable storage device and/or storage diskand to exclude propagating signals.

As shown in FIG. 4, the risk analyzer 340 includes a data receiver 410,a zone determiner 420, a location determiner 430, a trajectory estimator440, a contact time determiner 450, an assessment threshold comparator460, and a feedback generator 470.

In operation, the data receiver 410 receives obstruction informationsent by the sensors 120, signals from the mobile device 171, and signalsfrom the key fob 172. More specifically, the data receiver 410 receivesimages, reflections, and echoes of obstructions behind the vehicle 110captured by the sensors 120. Additionally, the data receiver 410receives strengths, arrival times, and arrival angles of the signalsfrom the mobile device 171 and the key fob 172.

In operation, the zone determiner 420 defines a travel zone of thevehicle 110 out of which the driver 180 and other pedestrian are tostay. More specifically, the zone determiner 420 accesses the zone data360 stored in the memory 320. The zone determiner 420 applies apredetermined travel zone to the vehicle 110 and/or the trailer 190based on the zone data 360. In some examples, the travel zone has aminimum size. In some examples, the travel zone increases in size as thespeed of the vehicle 110 increases and vice versa.

In some embodiments, the travel zone 510 is defined as an area throughwhich the vehicle 110 passes while approaching the trailer 190, as shownin FIG. 5. More specifically, the trailer detector 330 detects thetrailer 190 and determines a path 505 for the vehicle 110 to follow toapproach the vehicle 110 to the hitch coupler 191. In this embodiment,the travel zone 510 covers locations through which the vehicle 110 willpass while following the path 505. Thus, in this embodiment, the travelzone 510 decreases in area as the vehicle 110 moves toward the trailer190.

In some embodiments, the travel zone 610 is defined as an area within aspecified radius r around the hitch coupler 191, as shown in FIG. 6.Thus, in this embodiment, the travel zone 610 is static.

Additionally, in some embodiments, the zone determiner 420 defines acontrol zone that the driver 180 must remain within to remotely controlthe vehicle 110. More specifically, the zone determiner 420 applies apredetermined control zone to the vehicle 110 based on the zone data 360accessed from the memory 320. In some embodiments, the control zone 720is an area within a predetermined distance (e.g., six meters, etc.) ofthe outermost portions of the vehicle 110, as shown in FIGS. 7 and 8.The outermost portions of the vehicle 110 are sometimes referred to asthe skin of the vehicle 110.

In some embodiments, the travel zone 710 is defined as an areaimmediately behind the vehicle 110 and within the control zone 720, asshown in FIG. 7. Thus, in this embodiment, the travel zone 710 travelswith the vehicle 110.

In some embodiments, the travel zone 810 is defined as an intersectionof the control zone 720 about the vehicle 110 and an area within aspecified radius r around the hitch coupler 191, as shown in FIG. 8. Inother words, in such embodiments, the travel zone 810 is an area wherethe control zone 720 overlaps the radius r about the hitch coupler 191.Thus, the travel zone 810 increases in size as the vehicle 110approaches the hitch coupler 191 and vice versa.

In operation, the location determiner 430 determines whether the driver180 is within the defined travel zone and/or control zone. Morespecifically, the location determiner 430 analyzes signals from the keyfob 172 to determine a location of the key fob 172 relative to thevehicle 110. In other words, the location determiner 430 localizes thekey fob 172 to determine a location of the driver 180. Methods by whichthe location determiner 430 localizes the key fob 172 include, forexample, time-of-flight analysis, signal strength analysis, angle ofarrival analysis, dead reckoning, etc.

In some embodiments, once the location of the key fob 172 is determined,the location determiner 430 determines whether the key fob 172 is withinthe range of the control zone 720. In other words, the locationdeterminer 430 compares the location of the key fob 172 to the definedcontrol zone 720. In some embodiments, if the key fob 172 is outside ofthe control zone 720, the location determiner 430 pauses theremote-controlled vehicle maneuver. In some embodiments, if the key fob172 is inside the vehicle 110, the location determiner 430 pauses theremote-controlled vehicle maneuver. Pausing the remote-controlledvehicle maneuver includes communicating with the powertrain of thevehicle 110 to stop the vehicle 110 and/or canceling the maneuver.

Further, the location determiner 430 determines whether the key fob 172is within the travel zone. In other words, the location determiner 430compares the location of the key fob 172 to the defined travel zone. Itshould be understood that the location determiner 430 searches for thekey fob 172 repeatedly. In other words, the location determiner 430analyzes the signals from the key fob 172 and determines the location ofthe key fob 172 according to a predetermined sample rate (e.g., 8samples per second, 10 samples per second, 16 samples per second, etc.).Thus, the location determiner 430 updates the location of the key fob172 when the driver 180 moves relative to the vehicle 110.

In operation, the trajectory estimator 440 estimates a trajectory of thedriver 180 as the driver 180 moves relative to the vehicle 110. Morespecifically, the trajectory estimator 440 estimates a speed anddirection at which the driver 180 is walking relative to the vehicle 110based on the updated key fob 172 locations from the location determiner430.

In operation, the contact time determiner 450 estimates when the vehicle110 would hypothetically contact the driver 180 if the vehicle 110continued to approach the trailer 190 and the driver 180 remained in thetravel zone. More specifically, the contact time determiner 450determines a closing speed at which the driver 180 and the vehicle 110approach one another based on the estimated trajectory of the driver 180from the trajectory estimator 440 and the speed at which the vehicle 110approaches the trailer 190. Further, the contact time determiner 450estimates a time period remaining until the vehicle 110 wouldhypothetically reach the driver 180 based on the closing speed. Thisremaining time period may be referred to as an estimated contact time.In other words, the contact time determiner 450 estimates how much timeremains for the driver 180 move away from the vehicle 110 beforehypothetically contacting the vehicle 110. It should be understood thatthe risk analyzer 340 is configured to stop the vehicle 110 before thevehicle 110 contacts the driver 180, as will be explained in greaterdetail below.

In operation, the assessment threshold comparator 460 selects apredetermined risk assessment value based on the estimated contact timefrom the contact time determiner 450. More specifically, the assessmentthreshold comparator 460 accesses the threshold data 350 (e.g., the lookup table 950) stored in the memory 320. The assessment thresholdcomparator 460 compares the estimated contact time to threshold data 350and selects the corresponding risk assessment value. Further, theassessment threshold comparator 460 selects the warning corresponding tothe selected risk assessment value from the threshold data 350. In someembodiments, the assessment threshold comparator 460 additionallyselects any other warnings corresponding to risk assessments havingvalues lower than the selected risk assessment value.

In operation the feedback generator 470 generates feedback based on theselected warnings from the assessment threshold comparator 460. Morespecifically, the feedback generator 470 generates audio messages and/orvisual messages warning a driver 180 of the approaching vehicle 110.Further, the feedback generator 470 sends the messages for display viathe IHU 160, the lights 132, and/or the puddle lamp 136 and/or forannouncement via the speakers 134, 135 and/or the horn 131.Additionally, the feedback generator 470 communicates with thepowertrain of the vehicle 110 to slow or stop the vehicle 110.

Also, as shown in FIG. 10, the feedback generator 470 communicateswarnings to the mobile device 171. More specifically, the feedbackgenerator 470 sends messages 1010 and/or illustrations 1020 for displayto the driver 180 via a display 173 of the mobile device 171. Themessage 1010 may include a text description of the status of theremote-control hitching process, a warning to exit the travel zone,and/or instructions to avoid contact with the vehicle 110. Theillustration 1020 may depict the vehicle 110 and the driver 180 in thetravel zone.

FIG. 11 is a flowchart of a method 1100 to prevent contact between thevehicle 110 and the driver 180 of FIG. 1 during a remote-controlledmaneuver, which may be implemented by the electronic components 300 ofFIG. 3. The flowchart of FIG. 11 is representative of machine readableinstructions stored in memory (such as the memory 320 of FIG. 3) thatcomprise one or more programs that, when executed by a processor (suchas the processor 310 of FIG. 3), cause the vehicle 110 to implement theexample trailer detector 330 and risk analyzer 340 of FIGS. 3 and 4.Further, although the example program(s) is/are described with referenceto the flowchart illustrated in FIG. 11, many other methods ofimplementing the example risk analyzer 340 may alternatively be used.For example, the order of execution of the blocks may be changed, and/orsome of the blocks described may be changed, eliminated, or combined.

Initially, at block 1102, the trailer detector 330 determines a path forthe vehicle 110 to follow to approach the trailer 190. As discussedabove, the trailer detector 330 determines the path based on obstructioninformation from the sensors 120.

At block 1104, the zone determiner 420 defines a travel zone and, insome embodiments, a control zone related to the vehicle 110. Morespecifically, the zone determiner 420 accesses the zone data 360 storedin the memory 320 and applies a predetermined travel zone (e.g., one ofthe travel zones 510, 610, 710, 810) and a predetermined control zones(e.g., control zone 720) to the vehicle 110, as discussed above.

At block 1106, the location determiner 430 localizes the key fob 172.More specifically, the location determiner 430 analyzes wireless signalsfrom the key fob 172 to determine a location of the key fob 172 relativeto the vehicle 110, as discussed above.

At block 1108, the location determiner 430 determines whether the keyfob 172 is in range. More specifically, the location determiner 430compares the location of the key fob 172 to the defined the control zone720, as discussed above.

If, at block 1108, the location determiner 430 determines that the keyfob 172 is in range, the method 1100 proceeds to block 1110.

If, at block 1108, the location determiner 430 determines that the keyfob 172 is out of range, the method 1100 proceeds to block 1130.

At block 1130, the location determiner 430 pauses the remote-controlledvehicle maneuver. More specifically, the location determiner 430communicates with the powertrain of the vehicle 110 to stop the vehicle110 and/or cancels the maneuver, as discussed above. The method 1100then returns to block 1102.

At block 1110, the location determiner 430 determines whether the keyfob 172 is in the vehicle 110, as discussed above.

If, at block 1110, the location determiner 430 determines that the keyfob 172 is in the vehicle 110, the method 1100 proceeds to block 1130.

If, at block 1110, the location determiner 430 determines that the keyfob 172 is out of the vehicle 110, the method 1100 proceeds to block1112.

At block 1112, the location determiner 430 determines whether the keyfob 172 is within the travel zone. More specifically, the locationdeterminer 430 compares the location of the key fob 172 to the definedtravel zone, as discussed above.

If, at block 1112, the location determiner 430 determines that the keyfob 172 is not inside (i.e., outside) the travel zone, the method 1100proceeds to block 1128.

If, at block 1112, the location determiner 430 determines that the keyfob 172 is inside the travel zone, the method 1100 proceeds to block1114.

At block 1114, the trajectory estimator 440 estimates a trajectory ofthe driver 180. More specifically, the trajectory estimator 440estimates a speed and direction of the driver 180 holding the key fob172 relative to the vehicle 110, as discussed above. The method 1100proceeds to block 1116.

At block 1116, the contact time determiner 450 produces a contact timeestimate of when the vehicle 110 will hypothetically contact the driver180. More specifically, the contact time determiner 450 determineshypothetically how much time remains until the vehicle 110 contacts thedriver 180 if the vehicle 110 were to continue approaching the trailer190 and the driver 180 were to continue on his or her trajectory, asdiscussed above. The method 1100 proceeds to block 1118.

At block 1118, the assessment threshold comparator 460 compares thecontact time estimate to predetermined risk assessment thresholds andcorresponding warnings. More specifically, the assessment thresholdcomparator 460 accesses the threshold data 350 stored in the memory 320and selects a risk assessment value according to the contact timeestimate, as discussed above. The method 1100 proceeds to block 1120.

At block 1120, the assessment threshold comparator 460 determineswhether to stop the vehicle 110 based on the selected risk assessmentvalue. More specifically, the assessment threshold comparator 460determines whether the warning corresponding to the selected riskassessment value includes stopping the vehicle 110, as discussed above.

If, at block 1120, the assessment threshold comparator 460 determinesthat the warning corresponding to the selected risk assessment valueincludes stopping the vehicle 110, the method 1100 proceeds to block1122.

At block 1122, the feedback generator 470 stops the vehicle 110. Morespecifically, the feedback generator 470 communicates with thepowertrain of the vehicle 110 to stop approaching the trailer 190, asdiscussed above. The method 1100 proceeds to block 1124.

At block 1124, the feedback generator 470 relays messages to the driver180 that the remote-control maneuver is stopped. More specifically, thefeedback generator 470 announces audio messages and/or displays visualmessages via the vehicle 110 and/or the mobile device 171, as discussedabove. The method 1100 then returns to block 1102.

If, at block 1120, the assessment threshold comparator 460 determinesthat the warning corresponding to the selected risk assessment valuedoes not include stopping the vehicle 110, the method 1100 proceeds toblock 1126.

At block 1126, the feedback generator 470 relays messages to the driver180 that the driver 180 is the travel zone and/or instructing the driver180 to move away from the vehicle 110. More specifically, the feedbackgenerator 470 announces audio messages and/or displays visual messagesvia the vehicle 110 and/or the mobile device 171, as discussed above.The method 1100 then proceeds to block 1128.

At block 1128, the trailer detector 330 moves the vehicle 110 toward thehitch coupler 191 of the trailer 190. More specifically, the trailerdetector 330 communicates with the steering and powertrain of thevehicle 110 and the mobile device 171 to guide the vehicle 110 viaremote control, as discussed. The method 1100 then returns to block1102.

In this application, the use of the disjunctive is intended to includethe conjunctive. The use of definite or indefinite articles is notintended to indicate cardinality. In particular, a reference to “the”object or “a” and “an” object is intended to denote also one of apossible plurality of such objects. Further, the conjunction “or” may beused to convey features that are simultaneously present instead ofmutually exclusive alternatives. In other words, the conjunction “or”should be understood to include “and/or”. The terms “includes,”“including,” and “include” are inclusive and have the same scope as“comprises,” “comprising,” and “comprise” respectively.

From the foregoing, it should be appreciated that the above disclosedapparatus and methods may aid drivers by allowing drivers to remotelycontrol their vehicle maneuvers while preventing contact between thedriver and the vehicle. By allowing drivers to remotely control theirvehicles, drivers may more closely observe the vehicle maneuver. Ininstances where the vehicle maneuver is assisted guidance toward atrailer hitch, the driver may observe whether the trailer hitch matchesa vehicle towing in height. Thus, remote control of the assisted trailerguidance may prevent repetition of the trailer-hitching process, therebysaving time and associated fuel. Additionally, warning drivers of theapproaching remote-controlled vehicle may remind drivers to be vigilantwhile performing vehicle maneuvers via remote control. It should also beappreciated that the disclosed apparatus and methods provide a specificsolution—warning drivers of approaching remote-controlled vehicles—to aspecific problem—potential contact between drivers, vehicles, and/ortrailers during remote-controlled maneuvers. Further, the disclosedapparatus and methods provide an improvement to computer-relatedtechnology by increasing functionality of a processor to define traveland/or control zones related to a vehicle, determine a location of adriver outside of the vehicle, determine a trajectory of the driver,estimate a time remaining until a potential contact between the driverand the vehicle, select a risk assessment based on the estimated contacttime, and generate warnings based on the risk assessment.

As used here, the terms “module” and “unit” refer to hardware withcircuitry to provide communication, control and/or monitoringcapabilities, often in conjunction with sensors. “Modules” and “units”may also include firmware that executes on the circuitry.

The above-described embodiments, and particularly any “preferred”embodiments, are possible examples of implementations and merely setforth for a clear understanding of the principles of the invention. Manyvariations and modifications may be made to the above-describedembodiment(s) without substantially departing from the spirit andprinciples of the techniques described herein. All modifications areintended to be included herein within the scope of this disclosure andprotected by the following claims.

What is claimed is:
 1. A vehicle comprising: external indicators; atransceiver configured to remotely communicate with a mobile deviceassociated with a vehicle operator; and a processor and memoryconfigured to: receive, via the transceiver, a command signal from themobile device associated with the vehicle operator for performance ofautonomous maneuvers of the vehicle when the vehicle operator is outsidethe vehicle; determine, upon receipt of the command signal from themobile device, whether the mobile device, when associated with thevehicle operator, is identified to be in a travel zone of the vehicle;determine a risk assessment for the vehicle operator in response todetermining that the mobile device is identified to be in the travelzone; and communicate, via the external indicators, a warning to thevehicle operator based on the risk assessment.
 2. The vehicle of claim1, wherein the processor is configured to estimate a trajectory of thevehicle operator associated with the mobile device.
 3. The vehicle ofclaim 1, wherein the processor is configured to determine an estimatedcontact time remaining until the vehicle reaches the vehicle operatorassociated with the mobile device.
 4. The vehicle of claim 3, wherein todetermine the risk assessment, the processor is configured to select therisk assessment from a look up table of risk assessment values stored inthe memory based on the estimated contact time.
 5. The vehicle of claim1, wherein the processor is configured to stop performance of theautonomous maneuvers of the vehicle based on the risk assessment.
 6. Thevehicle of claim 1, wherein the processor is configured to: determinewhether the mobile device is in a control zone related to the vehicle;and pause performance of the autonomous maneuvers in response todetermining that the mobile device is outside the control zone.
 7. Thevehicle of claim 1, wherein: the external indicators include one or moreof lights, a horn, speakers, and a puddle lamp; and the warning includesone or more or of a horn chirp, a horn blast, and a light flash.
 8. Thevehicle of claim 1, wherein the processor is configured to communicatethe warning to the mobile device via the transceiver.
 9. The vehicle ofclaim 1, wherein the processor is configured to localize the mobiledevice based on communication with the transceiver via one or more oftime-of-flight, signal strength, angle-of-arrival, and dead reckoning.10. A method comprising: receiving, with a transceiver of a vehicle, acommand signal from a mobile device associated with a vehicle operatorfor performance of autonomous maneuvers of the vehicle while the vehicleoperator is outside the vehicle; determining, upon receipt of thecommand signal from the mobile device, whether the mobile device, whenassociated with the vehicle operator, is identified to be in a travelzone of the vehicle; in response to determining that the mobile deviceis identified to be in the travel zone, determining, via a processor, arisk assessment for the vehicle operator; and communicating, with thetransceiver, a warning to the mobile device associated with the vehicleoperator based on the risk assessment of the vehicle operator.
 11. Themethod of claim 10, further comprising estimating, with the processor, atrajectory of the vehicle operator, wherein the vehicle operator isholding the mobile device.
 12. The method of claim 10, furthercomprising determining, with the processor, an estimated contact timeremaining until the vehicle reaches the mobile device associated withthe vehicle operator.
 13. The method of claim 12, wherein determiningthe risk assessment includes selecting, with the processor, the riskassessment from a look up table of risk assessment values based on theestimated contact time.
 14. The method of claim 10, further comprisingstopping, with the processor, performance of the autonomous maneuvers ofthe vehicle based on the risk assessment.
 15. The method of claim 10,further comprising: determining, with the processor, whether the mobiledevice is in a control zone related to the vehicle; and pausing, withthe processor, performance of the autonomous maneuvers of the vehicle inresponse to determining that the mobile device is outside the controlzone.
 16. The method of claim 10, further comprising communicating thewarning to the vehicle operator via one or more external indicators ofthe vehicle.
 17. The method of claim 16, wherein the one or moreexternal indicators includes one or more of lights, a horn, speakers,and a puddle lamp.
 18. The method of claim 16, wherein the warningincludes one or more or of a horn chirp, a horn blast, and a lightflash.
 19. The method of claim 10, further comprising localizing themobile device, with the processor, based on communication between thetransceiver and the mobile device via one or more of time-of-flight,signal strength, angle-of-arrival, and dead reckoning.